The Arup Journal Issue 1 2020
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
Issue 1 2020 The Arup Journal
Contents
4 Cityringen Metro, Copenhagen,
Denmark
An expansion to the Danish capital’s metro
system using passenger-centred design
Tony Evans, Katrine Falbe-Hansen, Neil
Martini, Nille Juul-Sorensen, Mohammad
Tabarra, Kristian Winther
16 Claridge’s Hotel, London, UK
A luxury hotel gains five new storeys
underground, with no disruption to guests
Alice Blair, Sarah Glover, Dinesh Patel,
Andy Pye
24 Beijing Daxing International Airport,
Beijing, China
Passenger experience and fire safety are at
the heart of this busy airport
Robert Feteanu, Ming Li, Fangzhou Su,
Kelvin Wong, Vala Yu
30 Samuel De Champlain
Bridge Corridor Project,
Montreal, Canada
A novel design and procurement
process was used to deliver this critical
infrastructure project
Douglas Balmer, Jo Balmer, Matt Carter
38 Guoco Tower, Singapore
Constructing two geometrically
complex towers as part of a vibrant
new development in Singapore
Dion Anandityo, Jason Tan
44 Macallan Distillery, Scotland, UK
A working distillery and visitor
centre that blends in with and respects
the local environment
Jim Deegan, Susan Deeny, Paul Edwards,
Adam Jaworski, Stuart Jordan, Bob Lang,
Alistair Murray
Beijing Daxing International Airport, Beijing, China:
Hufton + Crow
2 1/2020 | The Arup Journal 3
CITYRINGEN METRO | COPENHAGEN, DENMARK
The Cityringen metro line, consisting of (JV) partners COWI and SYSTRA to act as fire and life safety, lighting and construction
16km of twin-bore tunnels and 17 new multidisciplinary technical adviser for this planning. During the design and construction
underground stations, provides a design and build contract. It was the city’s phase, the JV team acted as Metroselskabet’s
24-minute loop around Copenhagen’s city largest construction project in more than 400 technical adviser, assisting the company
centre, interchanging with the existing years. Working on the design and procurement with the tender evaluation, detailed design
metro, mainline services and buses. strategy for the contract, the JV provided check, testing and commissioning, and
Cityringen runs 24/7 and seeks to engineering, architectural and advisory construction management.
encourage residents out of their cars and services, including civil and structural design,
onto an environmentally friendly form of risk assessment, cost estimates, and project Arup led the architectural design for all
transit. It is a key part of the city’s plan to and programme management. Arup was also stages of the project, taking a user-centric
become carbon neutral by 2025. Cityringen responsible for the reference design safety approach at every step. This has resulted in
opened in September 2019; 85% of case on the project. spacious, light-filled stations with distinctive
Copenhagen residents are now less than a internal façades that echo the locality above
10-minute walk from a train station. For the concept and reference design, the stations.
Arup (as part of the JV) provided a range
In 2007, Metroselskabet, Copenhagen’s metro of services, including geotechnics, structural Passenger-centred design
company, appointed Arup with joint venture engineering, tunnelling, tunnel ventilation, The original Copenhagen metro lines
opened between 2002 and 2007 and were
successful from the start. Building on this,
the JV’s design for Cityringen focused on
Cityringen enhancing the traveller experience by
Enhancing
putting the emphasis on passenger comfort
Metro lines 1 and 2
throughout the journey. The metro is a fully
automated, high-frequency, driverless
system. The stations do not have ticket
the metro
barriers, and staff are available on
concourses, platforms and trains to assist
customers during their journey. Every
experience
station has two lifts that take passengers
from the platform directly to street level,
making the metro fully accessible for all.
Tunnel depth has been minimised at station
locations, thereby reducing passengers’
Copenhagen’s Cityringen metro
1: The Cityringen line,
line expands the city’s existing which opened in
September 2019, aims
award-winning underground to encourage more
citizens to use this
system, making it even easier environmentally friendly
to travel around the capital form of transport
2: Cityringen
Authors Tony Evans, Katrine Falbe- (represented on the
map by a yellow line)
Hansen, Neil Martini, Nille Juul- adds a third line to
Copenhagen’s
Sorensen, Mohammad Tabarra
extremely popular
and Kristian Winther existing metro system
1. 2.
4 1/2020 | The Arup Journal 5
CITYRINGEN METRO | COPENHAGEN, DENMARK
3: The stations have 3: The stations have been designed to be
been designed to be relatively shallow in depth where possible,
shallow in depth, giving clear sight lines between street and
giving clear sight lines platform level
between street and 4 & 5: Each station’s surroundings have
platform level influenced their design. At Marmorkirken
4: Each station’s Station, the limestone cladding is a nod to the
surroundings have marble church above
influenced their
design. At
Marmorkirken Station,
the limestone
cladding is a nod to
the marble church
above For example, in Marmorkirken Station the
fossil-embedded, sand-coloured Swedish
limestone cladding is a reference to the
19th-century marble church above. In
Trianglen, mirrored glass panels have been
used to reflect and multiply the colours worn
by sports fans flocking to the adjacent
national stadium, contributing to the lively
pre-game atmosphere. Grey and yellow
bricks are used in Nørrebros Runddel to
3. complement the yellow brick wall around 6. 7.
the churchyard located above the station.
travel time on escalators and lifts. As security and physical comfort, while also Modular design developed further, with the skylights also 6: A 5.5m module is used for
commuters enter the majority of the stations, optimising passenger flows. Cityringen interchanges with the existing The architectural approach across all 17 acting as emergency air vents, thereby finishes to match the module of
the shallow depth helps them to see all the M1 and M2 metro lines at two locations stations was to use a ‘kit-of-parts’ design. reducing the reliance on mechanical smoke the passenger screen doors on
way down to platform level; and, conversely, Station identity (Kongens Nytorv Station and Frederiksberg This led to a cost-effective, rational design ventilation systems and the need for further each platform
at platform level they can see the exit above. By incorporating ideas and motifs inspired Station) and the commuter/regional train at and modular construction system. Future- in-station equipment rooms. 7: Skylights provide natural
These clear lines of sight help people to by each station’s surroundings, Arup’s three locations (København H/Copenhagen proofing the stations was an important design light at platform level
easily navigate through the metro. Based on architectural design approach – using Central Station, Østerport Station and driver for Arup’s materials and lighting The lighting design is fully integrated with 8: The skylights’ distinctive
extensive pedestrian modelling work, Arup sculptural wall panels and cladding on the Nørrebro Station). Grey natural stone was specialists. They sought high-quality the architecture and uses the feature glass pyramids appear
developed the concept for station layouts, the internal façades – draws each chosen for both Kongens Nytorv and long-life fittings and durable self-finished ‘origami ceilings’ as reflectors, throughout Copenhagen
new line’s visual identity and signage for neighbourhood’s identity into each station, Frederiksberg Stations, as grey cladding is surfaces, such as terracotta tiles and granite complemented by bespoke LED lighting that
effective wayfinding. Static signs are making the metro a natural continuation of used inside the existing metro stations, while platforms, to provide high-impact solutions helps avoid glare. The origami geometry
combined with dynamic displays and the surrounding area. It also helps with red ceramic panels are used at the three rail with low maintenance costs. was designed using 3D simulations and 1:1
interactive travel panels to generate a sense of inferred wayfinding. transit stations, as the urban trains are red. mock-up testing of luminaires and
Where possible, fittings and finishes, such as
the wall cladding, were specified in 5.5m
modules. This matches the module of the
passenger screen doors used on each
platform to separate passengers from the
tracks, with the repetition of this module at
all stations reinforcing the identity of the
new metro line.
Bringing light underground
Metro passengers can navigate from the
street to the platform without feeling as
though they are venturing underground. To
achieve this, most of the 17 new stations
feature skylights. These provide bright
natural daylight at platform level, to help
bring the outside in and improve energy
efficiency within each station.
For the first phase of Copenhagen’s metro,
completed in 2002, Arup contributed to the
design of the distinctive glass pyramids and
skylights. For Cityringen, this was
4. 5. 8.
6 1/2020 | The Arup Journal 7
CITYRINGEN METRO | COPENHAGEN, DENMARK
9: The ‘origami ceilings’ act architectural finishes. A detailed 1:25 scale of the residual train-induced piston airflow
as reflectors for the daylight architectural station model was created in and is always in the direction of train travel.
spilling in from the skylights which the intensity of the daylight could be This was made possible by the short (39m)
10: To minimise disruption, tested in relation to the station space. three-car trains used on the line – for short
stations were built trains, the passenger risk exposure and
underneath pre-existing Design integration therefore the emergency ventilation
parks and squares where Each station has an approximate footprint direction is far less dependent on the
possible of 64m x 20m and a 45m platform length. location of fire on a train. The fully
11: Four TBMs had to In order to minimise their impact on traffic, automatic, driverless system allows fast
tunnel through challenging utilities and properties during construction, reaction times, with minimum human
ground when constructing stations were placed under existing parks interaction required during emergencies.
Cityringen
and squares wherever possible. This has
12: Arup used advanced allowed new landscaped plazas to be A mode table of all possible ‘what if’
modelling techniques to created above many stations, providing scenarios, assisted by heat and smoke
analyse fire and smoke
civic spaces for the surrounding community sensors in the tunnels and on board the
behaviour in the stations
and tunnels
and simple, welcoming entrances and trains, guides the control centre operator
forecourts for passengers. to arrive at the correct emergency
response swiftly.
The compact, driverless metro trains
allowed the JV team of engineers, designers Construction
and transport consultants to design smaller A major metro extension represents long-
platforms, helping to shrink the overall term disruption to any city, but Arup’s
footprint of the stations. This meant careful programme management, together
9. with Metroselskabet’s intensive stakeholder
management, ensured shopowners, residents
11. and visitors could go about their daily lives
with minimum disruption during the eight
demolition was kept to a minimum, with just more likely, rubbish-bin fire scenario years of construction.
two buildings demolished for the new metro replaced the more traditional, and larger,
line. The life of the city was able to continue baggage fire scenario in the design of Embedding 17 new stations within a
fairly undisrupted throughout construction. station ventilation systems. historical city was a delicate engineering
design task. It was critical that the impact on
Ventilation A simple emergency tunnel ventilation and heritage structures was minimised. At
Arup’s work on the fire and life safety risk evacuation strategy was adopted, where the Marmorkirken, the station is 36m below
strategy and the tunnel ventilation during the default ventilation direction takes advantage ground and is carefully located in a narrow
concept design phase helped to reduce the
number of intermediate escape shafts from
17 to three, significantly improving the
visual and physical impact on the city, as
well as reducing costs and disruption due
to construction.
The ventilation design consisted of a single
tunnel ventilation fan plant and single-
pressure draft relief shafts at each station.
The modular station design continued with
the civil coordination of over-track
ventilation ducts with the station structure.
This was repeated along the metro line,
where a single tunnel opening and multiple
grille over-track openings were connected
to the single ventilation plant via dampers.
Advanced modelling techniques were
used to simulate all operating scenarios.
A subway environment simulation software
program was used for the 1D analysis of
the tunnel network, with computational
fluid dynamics used for the 3D analysis of
fire and smoke behaviour in complex station
geometries. A smaller, but statistically
10. 12.
8 1/2020 | The Arup Journal 9
CITYRINGEN METRO | COPENHAGEN, DENMARK
13: At Gammel Strand, the adjacent
waterway was kept open during
construction by placing the worksite
on a platform above the canal
14: The abundance of natural light
means using Cityringen does not feel
like being underground
During construction, groundwater was
managed by a comprehensive re-infiltration
system implemented and monitored closely,
as groundwater is extracted for drinking in
Copenhagen. Re-infiltration also ensured
that the large number of historical buildings
that are founded on wooden piles were not
adversely affected by dewatering.
In order to track building settlements
unrelated to Cityringen, and for the
seasonal fluctuations of heave and
settlement in the ground to be recorded,
initial baseline monitoring was carried
out by Metroselskabet from 2009 onwards
(three years before the contract was signed
with the contractor) on a number of
13. buildings along the Cityringen alignment.
Furthermore, building condition surveys
corridor adjacent to the 19th-century marble further working space at ground level, relaunched to complete the drive from of hundreds of buildings along the metro
church’s foundations. helping to limit the extent of the worksites Nørrebroparken shaft to Øster Søgade route were carried out both before and
and thereby reducing disruption to the shaft in challenging soft and mixed after construction.
At Gammel Strand, the station was partly local community. ground conditions.
built under the canal. The waterway was Arup’s reference design for the new metro
kept open for tourist boats during Four earth pressure balance type tunnel Monitoring took into account the sensitivity of existing
construction, with the worksite placed on a boring machines (TBMs) were used to Implementation of an exhaustive risk buildings and set out the framework for the
platform above the canal, allowing boats to construct the twin tunnels (of 4.9m internal management programme to monitor and design and build contractor to carry out the
pass beneath. diameter) to depths of between 20m and minimise damage to third-party assets works. During the design and construction
35m. Two TBMs bored the first parallel and continuous monitoring of the ground, phases, Arup was responsible for reviewing
The stations were generally constructed at a drive, constructing the twin tunnels from structures, groundwater, noise and vibration and following up on the contractor’s
depth of approximately 19m below ground the Nørrebroparken shaft to a shaft at was critical to successful completion of building damage assessments, including at
using cut-and-cover box structures. All bar Sønder Boulevard. This drive was the project. Marmorkirken Station, the Magasin du Nord
one of the stations used a semi-bottom-up predominantly through good quality hard department store building, and tunnel
method. In this method, the retaining walls ground beneath residential areas. These The Cityringen station footprints have crossings under and above surface railways
and roof slab were constructed first, before TBMs were then moved and relaunched for been inserted into the existing urban fabric, and existing underground metro tunnels.
excavating to the base level. Temporary their second drive from Øster Søgade shaft meaning that some station retaining walls Alert and alarm values from the damage
props were placed between the station walls to København H, passing through the heart are only 1.5m from existing buildings, assessments informed the monitoring plans
prior to the installation of the permanent of the city close beneath many sensitive including the foundations of the 260-year- and the emergency plans.
floor slabs. Building the lid of the station heritage structures. At the same time, two old ‘Marble Church’. The new line
first reduced the level of noise during the other TBMs bored, in twin tunnel formation, connects with three existing railway Detailed monitoring by both the contractor
excavation and construction of the lower from the Control and Maintenance Centre stations and two metro stations, so it was and Metroselskabet took place during the
levels below the roof slabs. It also minimised at Otto Buses Vej, underneath the main rail also critical that the existing transport works to confirm the assumptions for the
settlement of the neighbouring buildings. corridor into Copenhagen to the shaft at network was not compromised during design models, and to record the impact
In addition, the roof slabs offered Sønder Boulevard. They were then construction works. of the construction works on existing
14.
10 1/2020 | The Arup Journal 11
CITYRINGEN METRO | COPENHAGEN, DENMARK
15: The TBM passed very close to A further design challenge to tunnelling
the shallow foundations of the below Magasin du Nord was the complexity
Magasin du Nord department store of the department store’s structural system.
16: Kongens Nytorv Station was one It consists of multiple interconnected
of the most challenging locations, buildings constructed at different times, with
with mixed ground conditions, and different materials, on a range of foundation
nearby metro lines and shallow types. In addition, in 2000, the building’s
building foundations basement was lowered by approximately 1m
to accommodate an additional shop floor
and provide access from the original
Kongens Nytorv metro station. There was a
possibility that micro-piles used in that
construction were still in place, with a risk
that the TBM could hit these as it passed
below the building.
To reduce the building’s predicted
settlement, and the risk of encountering
the micro-piles, the contractor proposed
lowering the new Kongens Nytorv Station
and the Cityringen tunnel alignment to
within 1.5m of the existing metro tunnels.
15. 17. A detailed analysis of the effect of the
TBM passage on the existing metro
structures and infrastructure. More than data acquired. All site managers and The settlement data and TBM parameters on the existing metro tunnels with a clearance of lifts, increased the excavation required and tunnels was conducted to determine the
22,000 monitoring stations provided 200,000 relevant members of the contractor’s the database helped the contractor to tunnel in only 1.5m, before diving, with very limited would have led to higher costs. potential implications. The results showed
readings every day. Automated monitoring technical department, including TBM difficult soil conditions. Monitoring data clearance, beneath the shallow foundations of that the deflections and stress levels in the
occurred at variable frequency but often took technical staff, had full access to the acquired during the project allowed for several heritage buildings, including the The contractor performed a detailed existing metro tunnels were negligible and
place every 30 seconds when tunnelling was monitoring database and had specific duties design optimisation and helped to avoid flagship Magasin du Nord department store. assessment at Kongens Nytorv, involving could be accommodated by the tunnel
close to the monitoring points. Monitoring and roles regarding monitoring. A dedicated unnecessarily costly and disruptive mitigation the analysis of a fully coupled 3D structure. After crossing the tunnels, the
data fed into an extensive, real-time database. emergency action plan was continuously measures in the centre of Copenhagen by The risk of settlement and associated geotechnical and structural model, with the TBMs dived down at the maximum
updated and in use during construction, with allowing the contractor to precisely predict damage to buildings and utilities in this area advancement of the two TBMs modelled allowable gradient (6%) to clear the
Both the contractor and client had dedicated precise procedures detailed in case any the volume loss from TBM boring. would have been lessened if a deeper ring by ring in order to identify all possible underside of the Magasin du Nord
teams to manage the extensive quantity of threshold values were exceeded. Cityringen station was constructed, with the settlement scenarios. The initial analysis foundations and any micro-piles that
Protecting heritage buildings TBMs passing beneath the existing metro predicted that damage to the buildings may still have been in place.
The contractor was required to carry out the and through good soil conditions. However, would be at unacceptable levels, so
works on the project without causing this option would have significantly additional mitigation measures needed The contractor used both preventative
significant damage to third-party assets. increased passenger time on escalators and to be put in place. and corrective measures to mitigate the
Exis
Acceptable limits for typical building
ting
damage were outlined within the contract –
M1
damage should be limited to category 1
&M
according to the classification in BRE
2M
Digest 251, which defines damage as “fine
etro
n
ge
rin cracks which can be treated easily using
Line
ty
Ci
Zone with the highest risk normal decoration. Damage generally
s
of settlement
restricted to internal wall finishes; cracks
rarely visible in external brickwork. Typical
crack widths up to 1mm”. Category 2
damage, where serviceability would be
Kongens Nytorv
Cityringen Station affected – requiring external repointing of
brickwork and doors/windows needing
repair – with crack widths up to 5mm, was
not acceptable. Historical building archives
were used to provide information for the
assessment of building damage. 17: The driverless metro trains run every
three minutes at peak times, and every
Kongens Nytorv
Existing Station
Kongens Nytorv was one of the project’s five minutes during the rest of the day
most challenging locations. In this area, the 18: The Øster Søgade shaft was used to
TBMs had to break out of the new station at launch the TBMs and to incorporate
Kongens Nytorv, tunnel through shallow, soft bifurcation structures for the metro
ground in mixed-face conditions, pass above extension to Nordhavn
16. 18.
12 1/2020 | The Arup Journal 13
CITYRINGEN METRO | COPENHAGEN, DENMARK
risk of damage to the buildings at Kongens Transport network expansion bifurcation chamber was a tapered (in plan)
Nytorv. The preventative measures included Arup is continuing to work on expanding reinforced concrete shaft with stacked track
lowering the tunnel alignment as described Copenhagen’s transport network to the north bifurcation on the two lower structural levels,
above, filling disused underfloor heating and south of the city. The Nordhavn branch 15m and 26m below ground level, and with a
conduits with lean concrete and using of Cityringen, with two new stations, will technical level housing equipment and plant
localised jet grouting to underpin sensitive create a transport hub for the docklands rooms approximately 7m below ground level.
foundations. Corrective measures included redevelopment north of the city centre and
an extensive compensation grouting array opened in March 2020. To the south-west, For the larger crossover caverns where
and the preparation for emergency Arup is working on the detailed design of the tunnels branch off towards Nordhavn and
dewatering if required in order to allow five-station underground extension to the Sydhavn, Arup designed a novel, lightweight
access to the TBM face. A comprehensive Sydhavn district. This is set for completion in fire board panel system, supported by a steel
liquid levelling monitoring system was 2024, as part of the regeneration of the city’s frame for the over-track exhaust duct in the
installed in the basements and ground floors south harbour area. To ready the transport ceiling. This replaced the heavy and
of the buildings most at risk of settlement, network for these new elements, two cumbersome fire-rated metal sheet work,
3D prisms and levelling bolts were installed bifurcation structures were incorporated traditionally used in other metros, saving time
on building façades and an automatic 3D during Cityringen’s construction. This and cost on the construction programme.
monitoring system was installed inside required modification to the already planned
the existing metro tunnels to detect Øster Søgade shaft and the introduction of a Cityringen opened in September 2019.
tunnel convergence. new shaft at Havneholmen. Trains run every three minutes in the peak
morning and evening commutes, and wait
The compensation grouting array consisted The changes to the Øster Søgade shaft saw times are less than five minutes during the
of 45 horizontal tube-a-manchettes ranging the introduction of two additional tunnel rest of the day. The line is forecast to
from 15m to more than 40m in length, with interfaces to the western edge of the shaft. transport up to 120 million passengers a
grout valves every 0.5m. Where the liquid This was a complex project, as the worksite year, with 85% of all Copenhagen residents
levelling systems indicated a localised was also a tunnel construction service site for now within 600m of a metro or train station.
foundation movement, the array enabled a the TBMs creating the eastern part of The new line is a fantastic example of
direct and immediate response with grout, Cityringen between Øster Søgade and elegant, efficient and intuitive rail design,
quickly re-establishing the foundation København H. The design for the centred on delivering an effortless and 20.
stability. A maximum settlement of just modification to the shaft minimised the enjoyable travel experience for
1.2mm was measured during the passage of disruption to the Cityringen works and Copenhagen’s citizens and visitors, and
the first TBM, and a maximum value of maximised future flexibility for the addition building on the strengths of the city’s Authors Project credits Kasper Kramer, Ben Kreukniet, Sachin Kumar,
0.8mm for the second, proving that the hard of the Nordhavn branch to the metro network. existing system. It proves that the Tony Evans was seconded into Metroselskabet’s Client Metroselskabet I/S Maciej Kupczyk, Tatjana Lampe, Eduardo
work by Metroselskabet, the designers and Crucially, the design also minimised any architecture of rail systems can contribute construction management team as Technical Design and build contractor Copenhagen Landete Mata, Jens Larsen, David Leal, Yu-Chen
the contractor had paid off. The best solution unnecessary change that might impose greatly to a city’s identity, with a sustainable Manager during the project. He is an Associate Metro Team (Salini-Impregilo, Tecnimont Lee, Chris Lees, David Loosemore, Helle Lyng
Director in Arup’s Midlands Campus in the UK. and Seli) Svensson, Steve Macklin, Guy Macleod, Enrico
possible had been achieved for the station at additional cost or disruption on the design that can be maintained cost-
Joint venture partners COWI, SYSTRA Manganelli, Neil Martini, Stuart McClymont,
this location. surrounding area. The Havneholmen effectively, long into the future. Jonathan McKiernan, Charles Milloy, Phil Morley,
Katrine Falbe-Hansen was seconded into Acoustics, architecture, civil engineering,
Metroselskabet and was responsible for building construction management, electrical Sabine Moser, Trent Murrihy, Omid Nakhaei, Paul
assessment coordination and third-party issues engineering, façade engineering, fire Newton, Anders Nohr, Alberto Palma, Dinesh
for Cityringen. She is a senior civil and structural engineering, geotechnics, lighting design, Patel, Aitana Paya Perez, Giuseppe Pelagalli,
engineer and is based in the Copenhagen office. materials science, mechanical engineering, Francesco Petrella, Saskia Polster, Gregory
pedestrian modelling, programme and project Quinn, Dirk Regenspurger, Mhairi Riddet, Derek
Neil Martini was the Project Manager. He was management, structural engineering and Roberts, Nina Rutz, Prakash Sabapathy, Russell
seconded into Metroselskabet as the tunnel tunnel design Arup: Yakup Akkas, Jarrod Alston, Saltmarsh, Sheela Sankaram, Cornelius
design manager during the project. He is an Ambrogio Angotzi, Giulio Antonutto-Foi, Eva Schneider, Nazaneen Shafaie, Ruth Shilston,
Associate in the Copenhagen office. Arquero, Mo Attia, Enrica Barzaghi, Andrés Siegrid Siderius, Derek Smyth, Jamie Stern-
Bascones, John Batchelor, Charles Betts, Johan Gottfried, Colin Stewart, Igor Stipac, Louise
Nille Juul-Sorensen was the lead architect on Beudeker, Joanna Bielecka, Paola Blasi, Andre Stroud, Julia Summers, Matt Sykes, Sebastian
the project. He was also previously responsible Blokker, Tamas Bodri, Lucio Boscolo Mezzopan, Szafarczyk, Mohammad Tabarra, Rachel Taylor,
for the design of Copenhagen’s M1 and M2 Brendan Bradley, Nicholas Bruce, Edel Casserly, Nick Troth, Rogier van der Heide, Alexandra van
metro lines. He is Arup’s global leader for Tim Chan, Man-Yiu Cheuk, Francisco Cortes- Tintelen, Jeroen Verwer, Ida Villumsen, Marie
architecture and a Principal in the Toronto office Franco, Piotr Czapko, Andy Davidson, Fred West Henriksen, David Whittles, Heather Wilson,
(he was formerly based in Copenhagen). Deacon, Tim Dixon, Jim Dunne, David Eborall, Kristian Winther, Kevin Womack, Anna Wudzka,
Anna-Maria Ejrup, Matthew Evans, Tony Evans, Jan Wurm, Clara Yeung, Pietro Zanetti,
Mohammad Tabarra was responsible for Katrine Falbe-Hansen, Andrej Fojkar, Pernille Gertraud Zwiens.
the tunnel and station ventilation design on Fournais, Jens Frederiksen, Jens Fugl, Salome
the project. He is Arup’s global tunnel ventilation Galjaard, Mads Gandil, Valentina Gastaldi, Tim Image credits
lead and an Associate Director in the London office. Goeckel, Rene Guenther, Na’amah Hagiladi, 1, 3, 4, 6–10, 14, 17, 20: Rasmus Hjortshøj –
19: Compensation grouting was used Stuart Hall, Diana Hare, Ali Hariri, Alexis COAST
to prevent the risk of excessive building Kristian Winther was responsible for design Harrison, Chris Harvey, Des Hendrick, Michael 2, 5, 11, 12, 16, 19: Arup
movement and coordination of the main concept for the Hess, Daniel Hof, Tom Honnywill, Andrew 13, 18: Dragør Luftfoto/Metroselskabet I/S
20: Cityringen opened in September 2019; station architecture. He is an Associate in the Jenkins, Aslak Jensen, Inge Jensen, Nille 15: Arup/Metroselskabet I/S
some 85% of Copenhagen residents are Copenhagen office. Juul-Sorensen, Tomasz Kasprus, Areti Kavoura,
now within 600m of a metro or train station
19.
14 1/2020 | The Arup Journal 15
CLARIDGE’S HOTEL | LONDON, UK
Digging deep
Creating a five-level basement below a fully operational
five-star hotel in London’s Mayfair
Authors Alice Blair, Sarah Glover, Dinesh Patel and Andy Pye
The owners of Claridge’s, a five-star The project was put on hold following the
hotel in the heart of London’s exclusive 2008 global financial crisis. When the client
Mayfair district, wanted to enhance the revisited the idea in late 2015, they had even
services offered to their guests and more ambitious plans – they now wanted to
increase capacity. To do so, they needed develop a five-level basement. Having
to expand the hotel. Planning reasons successfully collaborated on projects
meant they could not increase the height previously, Arup and the design and build
of the building, so an alternative solution contractor, McGee, worked together on a
was needed. Could a modern extension methodology to excavate and construct the
be created by excavating below the basement using mining techniques.
building – without disrupting the hotel
services or disturbing the guests? This was a uniquely challenging project, as it
required the design and construction of a
In 2007, when the Maybourne Hotel Group 22m-deep basement and 30m-deep foundations
initially proposed extending Claridge’s by beneath a 90-year-old concrete raft slab
constructing two basement levels below the founded on material that was difficult to safely
Grade II-listed building, they were advised excavate. Adding to the complexity, in order to
that the hotel could not remain open during avoid disruption to hotel guests, all
the works. But closing Claridge’s temporarily construction materials, machinery and
was not acceptable to the owners. A closure excavated spoil needed to pass through a single
of any kind would jeopardise client loyalty – 2m x 2m window to the rear of the hotel. The
the hotel has long boasted an impressive construction operation was performed from a
guestlist that includes Hollywood celebrities, single 7m2 room, which was the only available
rock stars and royalty. The owners required a space that the client could afford to give to the
solution in which facilities could be upgraded construction team; later, a second room was
while the hotel remained fully operational. provided at the front of the building.
1: The five-storey basement
was constructed under the
1920s Art Deco section of
the hotel
2: All the machinery and
excavated materials passed
through a single window to
the rear of the hotel
1. 2.
16 1/2020 | The Arup Journal 17
CLARIDGE’S HOTEL | LONDON, UK
The design team developed a solution that excavation electrically operated to minimise
involved coring through the existing noise, vibration and possible pollution.
basement raft slab in a single 2m x 2m
F
location, and from there constructing This work required close collaboration
horizontal tunnels (more than 400m in total) between Arup, McGee and temporary works
under the slab to below each of the designer RKD, with Arup carrying out
E
61 columns requiring support, with four extensive analysis of the existing building
additional columns supported on new transfer foundations to understand the load path from
structures. Vertical shafts 1.8m in diameter the building and determine its response
D
were then hand-dug beneath each of the through all phases of the work. Movement
columns. These needed support to depths of had to be limited, as excessive displacements
30m in order to form caisson foundations. A would have had serious consequences for the
C
five-storey reinforced concrete column was structure, sensitive listed heritage features
built within each shaft up to the underside of and – most importantly – the hotel occupants.
the existing raft to provide vertical support to A rigorous regime of movement monitoring
B
the superstructure above. Once complete, the and control was put in place during
A.1
basement area was excavated around the new construction. Buildability drove the design;
columns to create the basement space. All the work needed to be methodically planned,
A
25,000m3 of excavated material was removed as construction was taking place in such a
1.2
10
11
12
8
3
5
6
7
9
2
4
through the one window at the rear of the confined space and with access to the
4.2
1.1
7.1
2.1
4.1
building, with all equipment used in the construction site so limited.
1
3.
Raft slab investigation
3: More than 400m of horizontal tunnels were
Claridge’s first opened in 1856 and, before the 6.
constructed in total
basement extension began, it was made up of
4: The shafts were hand-dug, with temporary steel two buildings – a Victorian-era seven-storey response to the movements from the crack pattern and associated concrete
liners installed by the miners
building constructed in the 1890s and an Art proposed construction methodology. deflections at rupture. This combined analysis
5: Basement level one was excavated directly Deco building at the east of the site dating confirmed that the slab behaviour would
below the 1920s raft slab from the 1920s. The Victorian building was An 800mm x 800mm section was cored remain acceptable, provided any deflections
6: 3D model showing the foundations and constructed with load-bearing masonry walls out to investigate the slab’s concrete caused by excavation underneath were
columns, along with the first basement level founded on an unreinforced mass concrete strength and reinforcement quantity. This carefully controlled.
slab, making it unsuitable to excavate under. section was lightly reinforced, matching
minimum code requirements at the time of its Challenging ground conditions
The Art Deco section consists of a nine- construction. As access restrictions prevented While the raft slab was being examined, a
Pioneering solution storey steel frame with heavy perimeter investigations elsewhere, it was not possible significant geotechnical issue was being
The client’s aim was to create 5,500m2 of load-bearing walls founded on a 50m x to confirm whether any other areas of the raft investigated, one that had the potential to stop
extra space. The upper two floors of the 25m x 1.1m deep concrete slab. With careful had more reinforcement than this sample. the project. Claridge’s is located in the former
basement were earmarked for a range of new construction of a new supporting foundation course of the River Tyburn, and initial site
offerings for hotel guests, including a gym, system, this load-bearing raft slab could be Using only the minimum 1920s code investigations suggested that the raft was
a spa and two swimming pools. The three converted into a suspended slab, thereby reinforcement as a conservative estimate, founded on combination sand and gravel
lower levels were to be used for back-of- allowing the basement to be excavated below Arup carried out extensive analysis of the raft material. After further analysis, it was
house facilities and plant. By moving some of 4. the slab. In order for this plan to be feasible, strength to inform the design and understand determined that the raft slab was bearing on
the staff areas into the basement, this freed up it was crucial to understand how the slab the construction-related movements that the an alluvial clay silt deposit of varying depth
space at lower ground floor level, which could would behave at all stages of construction. building would experience. Deflections and (up to 2m) on layers of gravel above London
then be used for luxury retail units instead. settlements were analysed with soil-structure Clay. In situ, the alluvial layer has high-
Relocating the roof-level mechanical and Arup needed to quantify the strength of the 2D and 3D finite element (FE) analyses. The bearing pressure, but it is very sensitive to
electrical plant areas to the basement would slab and determine the density of staged geotechnical analysis modelled the moisture. The stability of this soil layer
create the space for 40 new rooms, including reinforcement within it to ensure it could various activities across the complete during excavation was a huge safety concern,
penthouse accommodation on the top floor. span over the tunnelling works and safely construction sequence to predict the load as once disturbed and in contact with water it
transfer loads both during the tunnelling distribution in the slab, along with ground turns into a paste-like consistency, making it
Arup’s geotechnical, structural and advanced operations and when the new columns were settlement and heave. impossible to tunnel safely through and
technology engineering teams worked closely in place. There was limited information on risking excessive building settlements.
with McGee to minimise the significant ground the slab – one of the only sources was a A separate 3D FE analysis investigated
and structural risks inherent in constructing a November 1931 article on construction of inelastic cracked behaviour of the raft and A solution needed to be found to prevent this
basement under a heritage building. They the Art Deco wing in The Builder magazine, failure mechanisms, using a Continuous sensitive soft layer from turning into liquid
initially spent six months carrying out site which noted the overall quantity of Surface Cap Model for the concrete material during the mining operation. Options
trials, material tests, and geotechnical and reinforcement, as well as the difficult soil model that included each element of considered included ground freezing and
structural analysis to demonstrate that the conditions. The slab is an early example of reinforcement. Hand calculations and grouting. However, ground freezing would
proposed basement construction methodology the use of a reinforced raft. As it did not meet non-linear FE analysis were also carried out, have required extensive additional access
was workable. There was no precedent for modern codes of practice, one of the major with Arup’s Advanced Digital Engineering within the hotel, and there was also the
such an ambitious project. challenges was understanding the raft’s team modelling the concrete to analyse the potential that this method would cause soil
5.
18 1/2020 | The Arup Journal 193300
CLARIDGE’S HOTEL | LONDON, UK
A C
P-
1A
C
P-
1.
1A
C
P-
2.
1A
7
A1 A B C D E F G H J K L M N 0 CL p
7: 152 UC steelwork sections were used to frame 1 ExistingCLARIDGE’S HOTEL | LONDON, UK
I J K L M N
Notes:
25/05/2017 17:09:34
Existing column centre-point
1. This drawing is to be read in conjunction with all
Assumed line of existing raft above relevant design reports, specifications, architectural
4 4.1 and services drawings, specialist sub-contractor’s
drawings including approved builders work drawings
Avoiding having to1600dp
fix xreinforcement
600mm 1325
and other contract documents. all carried out at night, with the excavated 16: Two service shafts
prevented any delayTransfer
thatbeammight have caused
CL Transfer beam 2. For general notes drawing refer to drawing
CH-AR-DGE-XXX-S-0100. material removed in wheelbarrows through were constructed
softening of the base of the foundation. Assumed step in
3. For internal and perimeter column head details the hotel corridors. The 4m diameter vertical under the hotel’s
shafts were built first, with the 3m diameter
6 refer to drawings CH-AR-DDE-XXX-S-4401 and
4554
soffit of existing
raft above
CH-AR-DDE-XXX-S-4411. Victorian wing to
Concrete columns 1200
4. For caisson pile information refer to drawing
CH-AR-SCH-XXX-S-0001.
horizontal tunnels then constructed from the provide building
Reinforced concrete pads (each measuring 335 265 335 265 basement to reach the shafts. These shafts, services routes to
5. For lining wall tolerances refer to General
the basement
1.6m x 1.6m, and 1.2m in depth) were Arrangement drawings.
tunnels and connection chambers were as
constructed on top of the concrete infilled logistically challenging as the main basement. 17: Claridge’s
300
caissons. Internal columns 600mm in65 remained fully
operational
300
+16.070 m (Indicative)
diameter were then built to the underside of Movement monitoring and control
1200
throughout the
the raft from inside the 1.8m diameter shafts. During construction, extensive movement basement extension,
300
This column diameter was the largest that 391 monitoring of the building took place. with guests barely
could be accommodated within the shafts A Monitoring mechanisms were installed to
300
noticing the works
while still allowing safe access for Void TBC
assess movement of the existing raft and the taking place
construction. The column reinforcement was building overall. Real-time movement beneath them
made up of 2m lengths with coupler monitoring was put in place on all columns,
Transfer beam. Beam connections, making the reinforcement easier inclinometers were placed internally on all
1600dp x 600mm
TOC to suit adit frame
and safer to handle and reducing rebar 13. retaining walls, and precise level studs and
congestion in the column. The couplers were 3D targets were positioned externally. Liquid
placed at waist height to enable the columns
existing in thispilesmanner freed up space in the
Assumed location of
contiguous basement level was fully excavated, it created levelling sensors enabled movements to be
600Ø R.C column
reinforcement to be fixed more readily.
A4
3 1 : 20 - Profile A excavated basement at each column location. space to construct a 750mm diameter, displayed in the site office in real time. 17.
Self-compacting C60/75N concrete was used Using a 1.2m diameter column also provided 19m-deep contiguous pile wall around the
SSL +10.400 min each column, ensuring good quality sufficient space during construction for basement perimeter. A modified electrically The hydraulic fluid-filled flat jacks at the top extensive technical knowledge, skills and
Level B1
concrete in zones of congested reinforcement 4 workers 4.1
to fix the column reinforcement powered piling rig was used for this work to of the columns allowed for the control of raft experience to overcome the significant Authors
600
1325
and avoiding the need to use a vibrating from within the steel reinforcement cage. avoid diesel fumes and reduce noise. The rest movements (ground settlement and heave) challenges in creating a five-storey basement Alice Blair led the structural design delivery
poker to 1200Ø
compact the concrete 335
nominal diameter
in the265small 1200
of the basement was excavated and built and for adjusting the distribution of loads below this Grade II-listed building. on the project. She is an Associate in the
for R.C detailing 335 265
London office.
access shafts. Steel shutters were used for the All the columns were cast to the underside of using traditional top-down construction, with going into the new columns. The
formwork to provide a high-quality concrete the existing raft. The column heads were cast each basement level taking two months to measurement systems allowed for the actual With construction taking place beneath an
300
300
Sarah Glover was the Project Manager. She
finish, with the added advantage that they with twin hydraulic jacks installed on top of excavate and construct. loads from the superstructure to be operational hotel, in such confined space is a geotechnical engineer and Associate
could be reused across the site during them and beneath the raft. These were to determined. These confirmed that the actual and with such limited site access, the
300
90
0
Director in the London office.
1200
us
construction. To prevent buckling, di
temporary engage the column, so they could take the Service shafts below Victorian wing building loads were within design tolerance. design process was governed by what
691
Ra
struts were used to stabilise the columns in superstructure load from above and control Two service tunnels were constructed At the end of construction, the hydraulic could be practically and safely built.
900
65
Dinesh Patel was the Project Director. He is
the 22m-deep shaft until the basement floors raft movement. A underneath the Victorian section of the hotel fluid was replaced with cement grout, Each element of construction required a geotechnical engineer and Director in the
were built. Void TBC to provide building services routes into the locking the building into its final position. meticulous planning. The £37m basement London office.
The tunnelling works, shaft excavation and basement, along with a lift and stair core. The works were delivered on budget, four
The columns at the edge of the building form construction of the columns took 18 months. new access core serves the first three Building the impossible basement months ahead of programme and carried Andy Pye was lead structural engineer on the
project. He is an Associate Director in the
part of the retaining wall and are subjected to Once all the columns were built and basement levels, providing a shorter route for The successful completion of this project out while the hotel remained fully
London office.
eccentric loads from above. These columns preloaded, the tunnel steelwork could be C2 25/05/17hotel DT guests AB and
AB staff into the new facilities. would not have been possible without close operational at all times, with guests
are 1.2m in diameter and located to one side carefully dismantled and the ground beneath Revised as Clouded
C1 30/01/17
The DT
tunnels AB
were
AB
built to provide services collaboration between McGee, Arup and oblivious to the feat of engineering that Project credits
ill void as of the 1.8m-wide shafts. Offsetting the edge the existing raft
Assumed location of removed. When the first Construction Issue access to the lowest level. These works were RKD, which collectively drew on their was going on below their feet. Client Maybourne Hotel Group
quired to suit existing contiguous piles Rev Date By Chkd Appd
ep in soffit Norman McKibbin – Director of Construction
Design and build contractor McGee
13: Twin hydraulic
Jim Mackey – Project Director
jacks sit atop each Awards Temporary works designer RKD Consultant
column, to transfer the
1800Ø construction 13 Fitzroy Street Geotechnical engineering, tunnelling,
shaft (indicative)
4 4.1 load and help control
London W1T 4BQ
Council on Tall Buildings and
00dp x 600mm
ansfer beam. Beam
Tel +44(0)20 7636 1531 Fax +44(0)20 7580 3924
hydrogeology, structural engineering and
raft movement
www.arup.com
OC to suit adit frame 1325 Client
Urban Habitat BIM Arup: Paul Bailie, Samila Bandara, Alice
1200Ø nominal diameter
for R.C. detailing McGee Group
14: The edgeHoldings LTD.
columns Geotechnical Engineering Award of Blair, Chris Brewis, Tristan Ferguson, Orlando
form part of the Excellence (2020) Gibbons, Rupert Gibson, Sarah Glover,
retaining wall Rosemary Judd, Marialina Klokidi, Doreen
15: The Basement
Project Title
internal columns Concrete Society Awards 2019 Lu, Frank O’Leary, Dinesh Patel, Anton Pillai,
Claridge's
measured 600mm in Highly Commended Barrie Porter, Andy Pye, Darryl Tanner, Bryen
300
300
diameter – the largest Vieira Commins, Dunshun Yang.
possible size that would Ground Engineering Awards 2019
9 00 0
75
Editor’s Choice
Drawing Title
di
us ø
still allow safeand Details Image credits
1200
75
0
Ra Column Sections
691
ø
Column A4, B4 and
construction Adjacent
access 1, 6, 11, 14, 15: Arup
900
Transfer Beam UK project with a geotechnical value over 2, 8, 9, 13, 16, 17: Paul Carstairs/Arup
A £3 million: Highly Commended 3: McGee
Scale at A1
As indicated
Role
4, 12: Nick Carter
Suitability
Structural
British Geotechnical Association 5, 7: Daniel Imade/Arup
Arup Job No
Construction
Rev
Fleming Award (2018) 10: RKD Consultant
245269 C2
Name
14. CH-AR-DSE-XXX-S-4554 15. 16.
© Arup
22 1/2020 | The Arup Journal 23BEIJING DAXING INTERNATIONAL AIRPORT | BEIJING, CHINA
Taking flight
Beijing Daxing is the largest airport in the world and acts as
a new gateway for the Chinese capital
Authors Robert Feteanu, Ming Li, Fangzhou Su, Kelvin Wong and Vala Yu
The spectacular starfish-shaped Beijing Fire safety design
Daxing International Airport is one of the The airport’s vast size, the high footfall and
biggest single-structure terminals in the the terminal’s flowing interconnected form
world, measuring 1.2km from end to end. present a significant number of design
Covering more than 700,000m2, it is the challenges, particularly in relation to the fire
largest airport (in terms of size) globally. strategy. At the heart of the airport, there is a
It opened in September 2019 and single 500,000m2 central space, spanning
currently handles 300 take-offs and from the fourth floor to two levels below
landings an hour and 42 million ground – this is one of the largest unseparated
passengers per year. This will eventually fire compartments in the world.
grow to 100 million passengers annually.
The eight-platform transportation hub below
Working closely with Beijing Institute of the airport makes travel to and from the
Architectural Design, Arup designed a terminal convenient for passengers, but from
number of innovative solutions for this a fire safety point of view adds further
project. The firm provided fire engineering, complexity, as the space for emergency
passenger and logistics simulations and discharge of occupants to the outside is
structural peer review services. This work has limited. Arup took the lead in providing the
resulted in significant material and cost fire safety design solutions and coordinating
savings, and carbon emission reduction. with the various clients, operators and
Successfully integrating the ground approval authorities in order that a consistent
transportation centre with the terminal fire design, agreed on by all stakeholders, was
building, for instance, has helped to save at approved. The firm overcame these
least 1.6 million hours for nearly 30 million challenges by deploying an innovative
passengers every year. performance-based fire design strategy.
1: The transportation
hub beneath the
airport provides
access to high-speed
rail, intercity trains and
the airport express
2: The airport is
arranged around a
large central space
and measures 1.2km
from end to end
1. 2.
24 1/2020 | The Arup Journal 25BEIJING DAXING INTERNATIONAL AIRPORT | BEIJING, CHINA
There were four main aspects to this strategy: 3: Depending on diluted by the sheer volume of the atrium 6: The building’s
• means of escape; the location of a fire, space and then removed through the vents. design means that
• smoke extraction; there are various smoke is directed
egress stairs and upwards; the huge
• interface with the railways; and Arup conducted simulations to ensure the
exit strategies central atrium space
• fire protection for the roof. design was optimised for smoke extraction at the airport’s heart
4: The airport is and that people would be able to escape.
divided into six allows smoke to be
Means of escape These tested what would happen if some diluted naturally
smoke control zones
Arup divided the airport’s public space into vents failed to open or if smoke rose high 7: MassMotion helped
30 zones, each spanning between 2,000m² 5: Arup used several into the ceiling, stratified, spread out, or
techniques to prevent to size and locate the
and 48,000m². Rather than a conventional lost its drifting power because of the heat. vertical circulation
fire from spreading
solution of zones separated by solid walls, a from one zone to
The results of these simulations were then elements such as lifts
mix of flexible shutters and doors were used another, including fire used to refine the placement of vents and and escalators
so that the spread of fire and smoke could be separation boards and other measures. Arup also developed
contained and safe spaces created without passive vents in the augmented reality tools to visualise the
affecting passenger circulation during normal roof and downstands smoke simulation.
operational times. The higher risk areas with
high fire load were, however, constructed for Interface with the railways
full fire containment. These were limited to a Below the airport terminal is the 80,000m²
maximum area of 2,000m² and equipped with underground transportation hub for high-
two-hour fire-rated construction elements and speed rail, intercity trains and the airport
1.5-hour fire-rated floors. express to Beijing city. There are three
underground stations, eight platforms and
In the event of a fire, people can leave the 16 tracks for five railway lines. The platforms 6.
zone where there is an immediate threat and are located on basement level two and the
take shelter in a safe space nearby. The concourses on basement level one. roof trusses within a 6m to 9m distance above The detailed passenger flow outputs from the
decision can then be taken to either evacuate the floor needed to be fire protected. The simulation tools enabled Arup to demonstrate
occupants further if the fire escalates or allow Arup liaised with both the railway and airport majority of the roof structure did not require the effects of suggested design modifications
them to return to the area if it is safe to do so. 3. authorities to develop a strategy. Normally, additional protection, as its height meant that at a stage in the project when they were
fire safety plans in such cases are developed it would be sufficiently far from any ground- relatively inexpensive to implement.
There are 11 escape staircases in the large Smoke extraction activity resumes. Arup needed to consider separately, but given the interdependency level fire. This finding led to a cost saving of
central area; these shorten the escape distance The second element of the fire safety strategy comfort and operational continuity as a major between the two in this case, that approach several million renminbi. Every aspect of the airport has been designed
to the building perimeter. Arup provided was smoke extraction. This is vital to part of its strategy. was not practical. around passenger experience, which includes
different exit strategies for the central zone minimise the risk to building occupants and Terminal simulation and analysis the provision of passenger processing
based on the fire location. If a fire is detected reduce potential damage to the building. The terminal was divided into six smoke Arup developed a proposal that was accepted Beijing Daxing is expected to handle up facilities and sizing of corridors to prevent
on the ground floor, for example, the egress China’s building codes assume much smaller control zones – the central zone and five by the airport and railway approval to 72 million passengers by 2025. Arup excessive passenger congestion. Passenger
stairs in the central area will be closed and rooms than those present in Beijing Daxing. piers. Downstands were installed within authorities as well as the national fire expert used a series of simulation tools that processing facilities include boarding gates,
occupants on other floors in the building will Because of the airport’s vast open space, the perforated ceilings to prevent smoke review meetings. The firm proposed using combined airport schedules and passenger aircraft stands, check-in counters, bag drop
be directed by smart signage towards egress smoke could potentially fill a larger area spreading from one zone to another, so the transportation interchange hall that flow data to optimise the airport’s design areas, security checkpoints, passenger
stairs along the building perimeter. Should a without being obstructed. The smoke that if a fire occurs in one pier, the other connects the railway areas and the terminal so that it can accommodate both the current holdrooms, inbound and outbound border
fire be detected on other floors, then all stairs extraction is directed at both helping people four can remain operational. To extract as a main circulation space. This hall is and expected number of passengers. This was control, bag reclaim and washrooms.
are made available to allow rapid evacuation escape and preventing smoke spreading and smoke from the building, Arup made full designed as a safe area. It has features such as the first time an airport in China was fully
of people close to the fire. Arup performed affecting other areas of the building. It is rare use of the roof, incorporating passive vents an opening towards the roof, sufficient means simulated before construction and also the Passenger flows were particularly
simulations for both scenarios to make sure that an airport needs to be fully evacuated between its metal and glass elements. of escape to the outdoors and no high fire first project on which Arup integrated these complicated. Most international airports
they were acceptable and in order to gain the during a fire; more often, the fire is localised, The building was designed so that smoke load use, such as retail areas or fuel storage. two types of data and two different software have departure and arrival areas split across
approval of the expert panel. people move away from it and normal is directed upwards; that way, it can be This significantly reduces the required packages, Simio and Oasys MassMotion. different floors, but Beijing Daxing takes
number of egress stairs directly extending this even further, with domestic and
from the concourse level to the ground. It international flights occupying separate
also means that during an evacuation, floors. The main passenger flow therefore
passengers can remain in a familiar, spans over four floor slabs. In addition, a
comfortable environment. separate check-in and security screening
area in the basement is planned; this will
Fire-proofing the roof serve flights at the proposed satellite building,
Finally, the fire safety engineers had to which will be located away from the main
consider the large-scale steel-framed roof terminal. All passenger flows needed to be
structure. Under China’s building code, steel connected to the roadways and the ground
structures need to be protected by fire-proof transportation centre. This meant that the
paint to make sure they achieve the required analysis had to incorporate a complex set
level of fire resistance. Arup’s performance- of vertical circulation demands spanning
based model looked at the worst-case fire six floors in order to identify potential
scenarios and analysed their impact on the bottlenecks at different times of the day
roof structure. The results showed that only based on flight arrivals and departures.
4. 5. 7.
26 1/2020 | The Arup Journal 27You can also read
